川崎製鉄技報
KAWASAKI STEEL GIHO Vol.20 (1988) No.4
邑久長島大橋の設計と施工
Design and Construction of Oku-Nagashima Bridge
山 岡 良 造(Ryozo Yamaoka) 佐 藤 守 圀 (Morikuni Sato) 中 平 統 士 (Motoshi Nakahira) 中田 恵治(Sigeji Nakata) 久後 雅治(Masaharu Kugo)
要旨 : 瀬戸内海に浮かぶ長島と本土とを結ぶ支間長 135m のランガー桁橋を主体とした邑久長島 大橋の施工に際して，海上クレーンによる一括吊り上げ輪送および架設工法を採用した。(1) 施工に先だって，海上クレーンを曳航するタグボートのスクリューによる海底汚泥の汚濁 調査を行い，海水の汚濁の程度が許容範囲にあることを確認した。(2)工場岸壁での吊り上 げ時には主要部材の応力および変位を測定した結果，いずれも計算値に近い値であった。(3) 橋体据付け精度は，きわめて良好であった。(4)工場岸壁での積出しから現地架設完了まで の所要日数は，通常の台船輸送工法の場分は4 日以上必要なところを，本工事では 3 日間 で完了し最低1 日短縮することができた。 Synopsis :
Oku-Nagashima Bridge, a steel langer bridge with total length of 185m, was constructed, connecting a small island in the Inland Sea called Nagashima with the Mainland of Japan. For the purpose of minimizing the cost and period of construction, a floating crane(FC) was used continuously for lifting the whole body of the bridge at the fabrication yard, transporting the bridge to construction site, and setting it on the abutments. This paper describes the following details：(1) Disturbance test result of sea bottom mud, when a tug boat screw with a special hood was in operation, showed that the degree of sea water contamination was reduced within allowable limits. (2) Stress and displacement of bridge main members measured at lifting work with FC, generally agreed to calculated values. (3) Accuracy of the bridge setting on both fixed and movable supports was quite satisfactory. (4) The period ranging from lifting the bridge at the quay wall of the fabrication yard to the setting finish at site was reduced to three days, when four days or more were necessary for the conventional barge transportation method.
(c)JFE Steel Corporation, 2003
